JP2012225379A - Device for reducing torsional vibration - Google Patents

Abstract

A damper characteristic of a torsional vibration reduction device connected to an input side of a fluid coupling is maintained in a good state.
A drive side member 17 and a driven side member 18 are connected via an elastic body 19 so as to be relatively rotatable, the drive side member 17 is connected to an input shaft 2 and the driven member 17 is connected to the input shaft. In the torsional vibration reducing device connected to the front cover 5 in the fluid coupling 1 arranged on the same axis as 2, the driving side member 17 and the driven side member 18 have the rotation center axes of these members coincided with each other. The members are connected via a bearing 20 that relatively rotates these members.
[Selection] Figure 1

Description

  In the present invention, the input side member and the output side member are connected so as to be relatively rotatable, and an elastic body that elastically deforms when these members rotate relative to each other, that is, when torsion occurs, is provided. More particularly, the present invention relates to a torsional vibration reducing device arranged between a drive shaft for inputting power and a fluid coupling.

  Torsional vibration is reduced when output torque changes periodically due to intermittent power generation, or when inevitable vibration occurs with rotation due to a shift in the center of gravity. A device such as a damper is used. A fluid coupling such as a torque converter or a fluid transmission device is known as a device having the same function. If these damper devices and fluid transmission devices are used in combination, vibrations can be reduced more effectively. For example, Patent Document 1 discloses an outer surface on the engine side of a front cover in which a lockup clutch is brought into frictional contact with the inner surface. Describes a drive device in which drive plates attached to a crankshaft are arranged to face each other and the drive plate and a front cover are connected via a damper mechanism.

  Patent Document 2 describes a configuration in which a damper mechanism is interposed between an engine and a fluid coupling. In the configuration described in Patent Document 2, a centering shaft is disposed on the center shaft of the fluid transmission device. And a centering member that slidably fits the centering shaft is attached to the crankshaft, a drive plate of a damper mechanism is connected to the crankshaft, and the driven plate is connected to the fluid transmission device. Connected to the case. The configuration described in Patent Document 2 is for suppressing a so-called swing motion when an attachment error between the driven plate and the torque converter case occurs.

JP 2010-138879 A JP-A-4-171340

  As described above, it is known that vibration can be more effectively suppressed by providing a damper mechanism upstream of the fluid coupling such as a torque converter, that is, between the engine and the engine. It is known to cause other vibrations such as swing motion. However, the case (or housing) of a fluid coupling such as a torque converter is slightly deformed by the pressure of the fluid that is transmitting torque, and the member on the driven side of the damper mechanism is connected to the case. Further, since the driven side member and the driving side member in the damper mechanism are configured to be relatively rotatable, there is a gap that is relatively slightly displaced between them.

  Therefore, as described in each of the above patent documents, in the structure in which the drive side member in the damper mechanism is connected to the crankshaft and the driven side member is connected to the case or housing of a fluid coupling such as a torque converter. Even if there is no initial assembly error, when the case or housing is deformed by the fluid pressure inside it, the drive-side member and the driven-side member are displaced from each other. There is a possibility that an abnormality such as a positional deviation from the driven member and a change in the damper characteristic due to the positional deviation may occur.

  The present invention has been made paying attention to the above technical problem, and maintains the damper characteristics of the torsional vibration reducing device connected to the input side of the fluid coupling in a good state regardless of deformation of the case of the fluid coupling. It is for the purpose.

  In order to achieve the above object, according to the first aspect of the present invention, the driving side member and the driven side member are connected via an elastic body so as to be relatively rotatable, and the driving side member is connected to the input shaft. In a torsional vibration reduction device in which a driven member is connected to a front cover in a fluid coupling in which the driven member is disposed on the same axis as the input shaft, the driving side member and the driven side member have their rotation center axes coincide with each other. The torsional vibration reducing device is characterized in that these members are connected via a bearing that relatively rotates these members in a state where they are connected.

  According to a second aspect of the present invention, in the first aspect of the present invention, the set member is fixed to a surface of the front cover facing the input shaft side so as to protrude from the surface, and the driven side member is connected to the set member. This is a torsional vibration reducing device.

  According to a third aspect of the present invention, in the second aspect of the invention, a curved portion that is curved to be convex toward the input shaft side is formed on a part of a surface of the front cover facing the input shaft side, and the set The member is a torsional vibration reducing device characterized in that the member is fixed to the bending portion.

  According to a fourth aspect of the present invention, in the invention of the second or third aspect, the fluid coupling includes a direct coupling clutch that is brought into frictional contact with an inner surface of the front cover, and the set member is disposed on the input shaft side of the front cover. The torsional vibration reducing device is characterized in that, among the facing surfaces, the direct coupling clutch is fixed at a location that deviates in a radial direction from a location opposite to the inner surface where the direct clutch comes into frictional contact.

  According to a fifth aspect of the present invention, in the invention according to any one of the first to fourth aspects, the driven member can be attached to and detached from the front cover at a predetermined location on the inner peripheral side of the location where the elastic body is provided. It is a torsional vibration reduction device characterized by being connected.

  According to the first aspect of the present invention, when a fluctuation in torque transmitted between the input shaft and the fluid coupling occurs, the driving side member and the driven side member can rotate relative to each other, so that the elastic body between these members. Relative rotation occurs while compressing and the elastic body restores to cause relative rotation between the driving side member and the driven side member. As a result, torque fluctuations appearing on the driven member are alleviated. Such relative rotation of the driving side member and the driven side member is caused without deviation of the respective rotation center axes because these members are connected to each other via bearings. Further, when the front cover in the fluid coupling is deformed by the pressure inside the driven side member, the driven side member connected to the front cover is displaced according to the deformation of the front cover. Are coupled via a bearing, the drive side member is also displaced together with the driven side member, and the rotation center axes of both are maintained in a state of being coincident with each other. Therefore, since a so-called positional shift between the driving side member and the driven side member is prevented, the damper characteristic is maintained in the initial good state.

  According to the invention of claim 2, since the substantial surface area of the front cover is increased by attaching the set member to the front cover, the heat dissipation of the fluid coupling is improved, and as a result, the elastic body It is possible to keep the damper characteristics in a good state by suppressing the change in characteristics such as the above.

  According to the invention of claim 3, the curved portion of the front cover has high rigidity due to the processing, and the section modulus based on the shape is larger than that of the flat surface portion, so that torque is applied to the front cover. Deformation when applied can be prevented or suppressed.

  According to the invention of claim 4, even if the front cover is deformed due to torque applied to the front cover, the deformed portion is removed from the portion where the direct coupling clutch contacts, and the portion where the direct coupling clutch contacts is deformed. It can be prevented or suppressed, and even if distortion occurs when the set member is attached, it can be avoided or suppressed that this distortion reaches the point where the direct coupling clutch contacts. As a result, it is possible to avoid or suppress the transmission torque capacity or torque transmission state of the direct coupling clutch from becoming unstable.

  According to the fifth aspect of the present invention, the connection portion between the driven member and the front cover is shifted to the inner peripheral side with respect to the portion where the elastic body is provided, and both are not aligned in the axial direction. It is possible to avoid or suppress an increase in the axial length by effectively using.

It is sectional drawing which abbreviate | omits and shows the specific example of this invention partially.

  Next, the present invention will be described based on a specific example shown in the drawings. FIG. 1 schematically shows an example provided between a torque converter 1 which is a fluid coupling and a crankshaft 2 of an engine (not shown) corresponding to the input shaft in the present invention. Is a conventionally known structure, and is joined so that the front cover 5 is integrated with the front side (right side in FIG. 1) of the pump shell 4 having the pump blade 3 attached to the inner peripheral surface. The pump shell 4 and the front cover 5 constitute a liquid-tight case (or housing) 6. A cylindrical fixed shaft 7 is inserted along the central axis of the case 6, and a transmission input shaft 8 is inserted along the central axis of the fixed shaft 7, and the tip portion is the inner surface of the front cover 5. Further, the transmission input shaft 8 is supported rotatably by a fixed shaft 7. The inner peripheral end of the pump shell 4 is fitted to the outer peripheral surface of the fixed shaft 7 so as to rotate while maintaining a liquid-tight state.

  Inside the case 6, a turbine 9 is disposed in a state of facing the pump shell 4 or the pump blade 3 in the axial direction. The turbine 9 has a known structure in which a large number of turbine blades having substantially the same shape as the pump blade 3 are attached to the inner peripheral surface of a turbine shell having a shape substantially symmetrical to the pump shell 4. The turbine 9 is spline-fitted to a transmission input shaft 8 protruding from the fixed shaft 7 and is integrated with the transmission input shaft 8 in the rotational direction.

  Further, there is a stator between a portion on the inner peripheral side of the pump shell 4 and a portion on the inner peripheral side of the turbine 9, that is, between a portion serving as a suction portion in the pump and a portion serving as a discharge portion in the turbine 9. 10 is arranged. The stator 10 is for changing the flow direction of oil discharged from the turbine 9 and is supported by the fixed shaft 7 via a one-way clutch 11. Further, a direct coupling clutch (lock-up clutch) 12 is disposed between the turbine 9 and the inner surface of the front cover 5. The direct coupling clutch 12 is for transmitting torque directly from the front cover 5 to the turbine 9 or the transmission input shaft 8 by frictional contact with the inner surface of the front cover 5, and is formed in a disk shape. The turbine 9 is spline-fitted to the outer peripheral surface of a cylindrical portion formed in a so-called hub portion connecting the transmission input shaft 8. That is, it is configured to rotate integrally with the turbine 9 and to approach and separate from the inner surface of the front cover 5. A friction material 13 is attached to the outer peripheral portion of the surface of the direct coupling clutch 12 facing the front cover 5. The portion of the front cover 5 where the direct coupling clutch 12 is in frictional contact is formed on a flat surface. Further, the direct coupling clutch 12 is configured to be engaged / released by hydraulic pressure, and the configuration of the oil passage and hydraulic pressure control means therefor may be conventionally known.

  The torque converter 1 and the crankshaft 2 are arranged on the same axis, and a drive plate 14 is attached to the tip of the crankshaft 2 (end on the torque converter 1 side). The ring gear 15 is attached. A damper mechanism 16 is provided between the drive plate 14 and the front cover 5 of the torque converter 1 in order to reduce torsional vibration. The damper mechanism 16 is configured such that a driving side member 17 and a driven side member 18 that are both disk-shaped are arranged to face each other so as to be relatively rotatable on the same axis, and the members 17 and 18 are rotated in a rotational direction (circumferential). Direction) and is connected via a coil spring 19 that is an elastic body, and the basic configuration thereof is the same as that conventionally known.

  In the example shown in FIG. 1, a portion on the outer peripheral side of the drive side member 17 has a shape that is folded back toward the inner peripheral side to form a slit, and a portion of the slit formed by folding back is driven. The outer peripheral part of the member 18 is inserted. Therefore, the outer peripheral portion is in a state in which three plates are arranged in parallel with a predetermined gap, and a plurality of coil springs 19 are arranged in this portion in the circumferential direction (rotating direction). Has been. Specifically, a plurality of window holes having a length substantially equal to the length of the coil spring 19 are formed in the driving side member 17 and the driven side member 18 at regular intervals in the circumferential direction. A coil spring 19 is accommodated in the hole. Therefore, when relative rotation occurs between the driving side member 17 and the driven side member 18, the coil springs 19 are compressed by the respective window holes being displaced from each other in the circumferential direction.

  Further, the driving side member 17 and the driven side member 18 are connected via the bearing 20 so that they are always located on the same axis, that is, the respective rotation center axes are not shifted. If it demonstrates concretely, the cylindrical part (it will be described as a boss | hub part) 21 formed in the cylindrical shape by bending a raw material is provided in the part of the inner peripheral side in the driven side member 18. FIG. The position of the boss portion 21 is a position that substantially coincides with the central portion of the coil spring 19 on the inner peripheral side of the coil spring 19. A bearing 20 such as a ball bearing or a roller bearing is fitted on the outer peripheral surface of the boss portion 21. And it connects with the outer ring | wheel (outer race) of the bearing 20 so that the inner peripheral part of the drive side member 17 may be integrated.

  The driven side member 18 configured in this way is connected to a portion of the front cover 5 on the inner peripheral side of the surface facing the crankshaft 2 side. That is, the transmission input shaft 8 described above protrudes toward the distal end side of the fixed shaft 7 for spline fitting the turbine 9 and the inner peripheral side portion of the front cover 5 is associated with the direct coupling clutch described above. Accordingly, a curved portion 22 that protrudes toward the crankshaft 2 is formed at the boundary between these portions. A set ring 23 corresponding to the set member in the present invention is fixed to the curved portion 22 by joining means such as welding. The set ring 15 is a metal member having a plurality of screw holes into which the bolts 24 are screwed, and is formed in a ring shape with a thickness corresponding to the depth of the screw holes.

  The driven member 18 is fitted to the set ring 23 with the inner peripheral surface of the cylindrical boss portion 21 formed on the inner peripheral side thereof being in close contact with the outer peripheral surface of the set ring 23. Further, a flange portion 25 formed by bending toward the center direction is provided at the tip end portion (the right end portion in FIG. 1) of the boss portion 21, and the flange portion 25 is provided in front of the set ring 23 ( The driven side member 18 is detachably connected to the set ring 23 by a bolt 24 that passes through the flange portion 25 and is screwed into the set ring 23. That is, the driven member 18 is connected to the front cover 5 via the set ring 23 and the bolt 24.

  On the other hand, the portion of the damper mechanism 16 where the above-described coil spring 19 is provided is wide (thick) according to the outer diameter of the coil spring 19, but the portion between the coil springs 19 is driven. The width (thickness) is about the sum of the plate thicknesses of the side member 17 and the driven side member 18. The drive side member 17 and the drive plate 14 described above are connected by a bolt 26 at a portion where the width (thickness) is small.

  Next, the operation of the torsional vibration reducing device according to the present invention described above will be described. Torque output by an engine (not shown) is transmitted from the crankshaft 2 to the drive side member 17 in the damper mechanism 16 via the drive plate 14 attached thereto. Even if the drive side member 17 and the driven side member 18 are configured to be relatively rotatable, the torque converter 1 is connected via the damper mechanism 16 because both are connected via the coil spring 19. Torque is transmitted to the front cover 5, and the pump shell 4 integral with the front cover 5 and the pump blade 3 attached to the inner peripheral surface thereof rotate. Oil is supplied to the inside of the case 6 of the torque converter 1, and the pump shell 4 and the pump blade 3 rotate to produce a spiral flow of oil, which flows toward the turbine 9, so that the turbine 9 rotates. . That is, torque is transmitted to the turbine 9 via oil. Since the turbine 9 is connected to the transmission input shaft 8, the torque transmitted from the crankshaft 2 is eventually transmitted to the transmission input shaft 8 via the damper mechanism 16 and the torque converter 1.

  Note that in a state where the rotational speed difference between the pump and the turbine 9 in the torque converter 1 is large (a state where the speed ratio is small), the direction of the flow of oil flowing out of the turbine 9 is changed to the stator 10, which is supplied to the pump. Therefore, a torque amplification effect occurs. Further, when the hydraulic pressure between the direct coupling clutch 12 and the front cover 5 described above is made lower than the hydraulic pressure on the turbine 9 side, the direct coupling clutch 12 moves to the front cover 5 side, and the friction material 13 becomes the inner surface of the front cover 5. Pressed into friction contact. That is, the direct coupling clutch 12 is engaged.

  If the torque fluctuates in a state where torque is transmitted from the crankshaft 2 to the torque converter 1 as described above, the driving side member 17 and the driven side member 18 in the damper mechanism 16 are relatively compressed while compressing the coil spring 19. As the coil spring 19 is rotated by its elastic force, the drive side member 17 and the driven side member 18 are relatively rotated. As a result, torque fluctuations appearing on the front cover 5 are reduced, and the damper mechanism 16 eventually reduces torsional vibration.

  In the specific example according to the present invention, the set ring 23 described above is provided in the front cover 5 at a position that is larger than the position where the direct coupling clutch 12 is engaged and thus is disengaged to the inner peripheral side. The deformation due to welding or the like when attaching the set ring 23 does not occur at the position where the direct coupling clutch 12 is engaged, or the deformation does not reach. Therefore, it is possible to stabilize the relationship between the hydraulic pressure for engaging the direct clutch 12 and the transmission torque capacity, that is, the clutch characteristics assumed in the design.

  When torque is transmitted as described above, the internal hydraulic pressure of the torque converter 1 increases depending on the torque or temperature to be transmitted, and as a result, deformation such as the case 6 expanding somewhat may occur. In such a case, the driven member 18 attached to the front cover 5 via the set ring 23 is displaced according to the deformation of the front cover 5. Since the driven side member 18 and the driving side member 17 are connected via the bearing 20 and are maintained in a state in which the rotation center axes thereof are always coincident with each other, the driving side member is matched with the displacement of the driven side member 18. 17 is not displaced, and there is no deviation between both rotation center axes. Therefore, since the unexpected fluctuation does not occur in the relative position between the driving side member 17 and the driven side member 18, the damper characteristic via the coil spring 19 can be maintained at a desired good characteristic. That is, the entire damper mechanism 16 is displaced as a whole, and there is no deviation between the axial centers of the driven member 18 and the drive member 17. In that case, the displacement of the damper mechanism 16 as a whole is allowed by the deformation of the drive plate 14.

  In the configuration shown in FIG. 1 described above, the portion of the front cover 5 where the driven member 18 is connected is the curved portion 14 that is curved so as to protrude toward the crankshaft 2, and this portion is formed and processed. Due to the fact that work hardening is caused by applying or the section modulus based on the shape is increased, the rigidity is higher than other parts. By attaching the set ring 23 to the curved portion 14, the action as a so-called reinforcing rib can be enhanced, so that the deformation of the front cover 5 can be suppressed, and the deformation of the portion with which the direct coupling clutch 12 contacts is suppressed. The characteristics as can be stabilized.

  Further, the set ring 23 and the bolt 24 screwed into the ring are arranged on the inner peripheral side with respect to the coil spring 19 and these are positioned so as to be displaced in the radial direction, so that the axial length of the entire apparatus becomes long. You can avoid that. Further, the set member such as the set ring 23 and the bolt 24 is integrated with the front cover 5 and protrudes to the outer surface side and functions to increase the substantial surface area of the front cover 5. 1 can be released to the outside by the set ring 23 and the like, and the temperature rise of the torque converter 1 and the damper mechanism 16 can be suppressed to prevent or suppress the fluctuation of its characteristics.

  Further, in the configuration shown in FIG. 1, when the bolt 26 connecting the drive plate 14 and the drive side member 17 is removed and the drive plate 14 is removed from the damper mechanism 16, the driven side member 18 is attached to the front cover 5. Therefore, the damper mechanism 16 can be easily attached to and detached from the torque converter 1 by extracting and tightening the bolt 24.

  In addition, this invention is not limited to the specific example mentioned above, Comprising: A thing other than the structure shown in FIG. 1 mentioned above may be sufficient as a fluid coupling. Further, the elastic body interposed between the driving side member and the driven side member is not limited to the coil spring, and various conventionally known elastic members can be adopted.

  DESCRIPTION OF SYMBOLS 1 ... Torque converter, 2 ... Crankshaft, 5 ... Front cover, 6 ... Case (or housing), 9 ... Turbine, 12 ... Direct coupling clutch (lock-up clutch), 14 ... Drive plate, 16 ... Damper mechanism, 17 ... Drive Side members, 18 ... driven side members, 19 ... coil springs, 20 ... bearings, 21 ... cylindrical portions (temporarily described as boss portions), 22 ... curved portions, 23 ... set rings, 24 ... bolts, 25 ... flange portions.

Claims (5)

A fluid coupling in which the driving side member and the driven side member are connected via an elastic body so as to be relatively rotatable, the driving side member is connected to the input shaft, and the driven member is disposed on the same axis as the input shaft. In the torsional vibration reduction device connected to the front cover in
The torsional vibration reduction device characterized in that the driving side member and the driven side member are connected via a bearing that relatively rotates these members in a state where the rotation center axes of these members are aligned. The set member is fixed to the surface of the front cover facing the input shaft side and is protruded from the surface,
The torsional vibration reducing device according to claim 1, wherein the driven member is connected to the set member. A curved portion that is curved to be convex toward the input shaft side is formed on a part of the surface of the front cover facing the input shaft side,
The torsional vibration reduction device according to claim 2, wherein the set member is fixed to the curved portion. The fluid coupling includes a direct coupling clutch that is brought into frictional contact with the inner surface of the front cover,
The set member is fixed to a portion of the surface of the front cover facing the input shaft that is radially removed from a portion opposite to the inner surface where the direct coupling clutch is in frictional contact. The torsional vibration reducing device according to claim 2 or 3.   5. The driven member is detachably connected to the front cover at a predetermined location on the inner peripheral side of the location where the elastic body is provided. 6. Torsional vibration reduction device.

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